US8892296B2 - Power state diagnosis method and apparatus - Google Patents

Power state diagnosis method and apparatus Download PDF

Info

Publication number
US8892296B2
US8892296B2 US13/264,912 US201113264912A US8892296B2 US 8892296 B2 US8892296 B2 US 8892296B2 US 201113264912 A US201113264912 A US 201113264912A US 8892296 B2 US8892296 B2 US 8892296B2
Authority
US
United States
Prior art keywords
axis current
motor
determining section
diagnosis
steering
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
US13/264,912
Other languages
English (en)
Other versions
US20130218403A1 (en
Inventor
Hirokazu Abe
Yoshiki Ninomiya
Toru Sakaguchi
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
NSK Ltd
Original Assignee
NSK Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by NSK Ltd filed Critical NSK Ltd
Assigned to NSK LTD. reassignment NSK LTD. ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: ABE, HIROKAZU, NINOMIYA, YOSHIKI, SAKAGUCHI, TORU
Publication of US20130218403A1 publication Critical patent/US20130218403A1/en
Application granted granted Critical
Publication of US8892296B2 publication Critical patent/US8892296B2/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D5/00—Power-assisted or power-driven steering
    • B62D5/04—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear
    • B62D5/0457—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear characterised by control features of the drive means as such
    • B62D5/0481—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear characterised by control features of the drive means as such monitoring the steering system, e.g. failures
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
    • B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
    • B60R16/03—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for supply of electrical power to vehicle subsystems or for

Definitions

  • the present invention relates to a power state diagnosis method and a power state diagnosis apparatus that diagnose a state of a power supply (a battery) that is supplied to an electrical control system such as an electric power steering apparatus provided at a vehicle, and in particular to a power state diagnosis method and a power state diagnosis apparatus that incrementally apply a q-axis current with a d-axis current to diagnose a power state of an electrical control system which controls a motor by a vector control system.
  • an electric power steering apparatus is known as one example of electrical control systems that are supplied from an automotive battery as a power supply.
  • the electric power steering apparatus is an apparatus that controls energizing amount to a motor depending on a steering state of a steering wheel and provide a steering assist torque (an assist force), its electricity consumption is considerably high.
  • degradation capability of a battery dropped
  • the energizing amount to the motor which generates the steering assist torque is limited and a given steering torque is not obtained, and there is also a possibility of causing a reduction in power-supply voltage to other electrical control systems that operate simultaneously. Therefore, before becoming such a situation, it is important to detect battery degradation in advance and prompt battery exchange for a driver.
  • a column shaft 2 connected to a steering wheel (handle) 1 is connected to tlc rods 6 of steered wheels through reduction gears 3 , universal joints 4 A and 4 B, and a rack and pinion mechanism 5 .
  • the column shaft 2 is provided with a torque sensor 10 for detecting a steering torque Tr of the steering wheel 1 , and a motor 20 for assisting the steering force of the steering wheel 1 is connected to the column shaft 2 through the reduction gears 3 .
  • Electric power is supplied to an ECU (Electronic Control Unit) 100 for controlling the electric power steering apparatus etc.
  • ECU Electronic Control Unit
  • a calculation and control section 110 within the ECU 100 calculates a current command value I of an assist command based on the steering torque Tr detected by the torque sensor 10 and a velocity Vr detected by a velocity sensor 12 , and controls the motor 20 based on the calculated current command value I.
  • the current command value I comprises a q-axis current command value Iq with respect to a q-axis for controlling a torque which is a coordinate axis of a rotor magnet and a d-axis current command value Id with respect to a d-axis for controlling the strength of a magnetic field, and since the q-axis and the d-axis have a relation of 90-degree, current corresponding to each axis is controlled by that vector.
  • the velocity Vr can be obtained from a CAN (Controller Area Network) and then inputted into the ECU 100 . It is also possible to additionally use a steering angle ⁇ obtained from a steering angle sensor for calculating the current command value I.
  • CAN Controller Area Network
  • the motor 20 is a brushless DC motor (in this embodiment, a three-phase brushless DC motor), since a rotational angle (the steering angle) ⁇ and a motor angular velocity ⁇ of the motor 20 are necessary for control, a resolver 21 as an angle detecting element is connected to the motor 20 , and the ECU 100 is provided with a resolver-to-digital converting circuit (RDC) 101 that converts an alternating-current resolver detection signal RS into a digital steering angle ⁇ and a digital motor angular velocity ⁇ .
  • RDC resolver-to-digital converting circuit
  • the ECU 100 mainly comprises functions (software) of a CPU (also including an MPU (Micro Processor Unit), an MCU (Micro Controller Unit) and so on), and comprises the calculation and control section 110 that performs necessary calculation processing and total control.
  • the calculation and control section 110 obtains the q-axis current command value Iq and the d-axis current command value Id by calculations based on the steering torque Tr from the torque sensor 10 , the velocity Vr from the velocity sensor 12 (or the CAN), and the steering angle ⁇ and the motor angular velocity ⁇ from the RDC 101 , and inputs the q-axis current command value Iq and the d-axis current command value Id into a motor driving control section 120 to perform the vector control.
  • the ignition signal IG from the ignition key 11 , a battery voltage Bv detected by a battery voltage detecting section 102 , phase currents ip of the motor 20 detected by a motor phase current detecting section 103 , and a total current it of the motor 20 detected by a motor total current detecting section 104 are inputted into the calculation and control section 110 .
  • Electric power is supplied to the motor driving control section 120 from the battery 14 via a power relay 105 , and the battery voltage Bv detected by the battery voltage detecting section 102 is inputted into the calculation and control section 110 .
  • the motor driving control section 120 that inputs the q-axis current command value Iq and the d-axis current command value Id, comprises an inverter circuit etc. of an FET bridge circuit that drives the motor 20 after performing controls such as a PI control, a PWM control and so on.
  • Driving currents of three phases are supplied to the motor 20 via motor relays 106 and 107 , each phase current ip is detected by the motor phase current detecting section 103 , and the detected phase current ip is inputted into the calculation and control section 110 and the motor driving control section 120 .
  • the motor relays 106 and 107 are ON/OFF controlled by a driving signal DS from the motor driving control section 120 .
  • the total current it which is supplied to the motor 20 is detected by the motor total current detecting section 104 . And then the detected total current it is inputted into the calculation and control section 110 .
  • the motor driving control section 120 becomes a current feedback control of the PWM control, with respect to the q-axis current command value Iq and the d-axis current command value Id that are calculated by the calculation and control section 110 based on the steering torque Tr, the velocity Vr, the steering angle ⁇ and the motor angular velocity ⁇ , it is necessary to detect actual motor phase currents Ia, Ib and Ic of the motor 20 by the motor phase current detecting section 103 and feed back in the form of two phases for the vector control.
  • the motor currents iq and id are fed back to subtracting sections 122 q and 122 d , respectively.
  • the current is controlled so that the deviations ⁇ Iq and ⁇ Id from the subtracting sections 122 q and 122 d become “0”, the deviations ⁇ Iq and ⁇ Id are inputted into a proportional-integral (PI) control section 123 , and PI-controlled voltage command values Vq and Vd are outputted from the PI control section 123 .
  • PI proportional-integral
  • a two-phase/three-phase converting section 124 collaborates with the steering angle ⁇ to convert the voltage command values Vq and Vd into three-phase voltage command values Varef, Vbref and Vcref.
  • the three-phase voltage command values Varef, Vbref and Vcref are inputted into a PWM control section 125 .
  • the PWM control section 125 Based on the voltage command values Varef, Vbref and Vcref, the PWM control section 125 generates PWM control signals that control duty ratios.
  • An inverter circuit 126 comprised of an FET bridge circuit, applies currents to the motor 20 based on the PWM control signals, and applies the motor phase currents Ia, Ib and Ic so that the deviations ⁇ Iq and ⁇ id become “0” to drive the motor 20 .
  • the motor relays 106 and 107 are connected between the inverter circuit 126 and the motor 20 , and ON/OFF controlled by the ignition key 11 via the calculation and control section 110 .
  • an electric power steering apparatus disclosed in Japanese Patent Application Laid-Open No. 2005-28900 (Patent Document 1) comprises two pairs of electric motors that steer wheels, and diagnoses the battery state based on the amount of descent of the battery's terminal voltage when a large current is supplied to these electric motors from a battery.
  • the electric power steering apparatus disclosed in Patent Document 1 drives at least one of a plurality of actuators in a rightward steering direction while driving at least another of the plurality of actuators in a leftward steering direction, and controls output torques of actuators that drive in the rightward steering direction and the leftward steering direction respectively so that wheels are not steered, and further determines the battery state based on the amount of descent of the terminal voltage that a voltage sensor outputs during those actuators drive.
  • a battery state diagnosis apparatus disclosed in Japanese Patent No. 4270196 (Patent Document 2), comprises a d-axis energizing control means that energizes an electric motor so as to limit only a d-axis armature current in a dq-axes coordinate system which comprises of a d-axis being an action axis of a magnetic flux created by a permanent magnet of a rotor of a brushless DC motor and a q-axis that is perpendicular to the d-axis to less than or equal to a given upper-limit current value and pass the limited d-axis armature current, and not pass a q-axis armature current.
  • the present invention has been developed in view of the above described circumstances, and an object of the present invention is to provide a power state diagnosis method and a power state diagnosis apparatus that pass and gradually increase (progressively increase) the d-axis current and the q-axis current to a current value that a steering behavior does not occur to perform a power diagnosis in the vector control of a motor, and certainly determine that the power supply degraded, that the power supply is normal and that the diagnosis is not completed by a simple method without giving an uncomfortable feeling to a driver, detecting the timing that there is not a driver, and needing to comprise a plurality of actuators.
  • the present invention relates to a power state diagnosis method that diagnoses a power state of a vehicle which comprises an electrical control system supplied from a power supply and a motor controlled by a vector control method, the above-described object of the present invention is achieved by that comprising: gradually increasing a d-axis current to a current value that a steering behavior does not occur and applying said d-axis current, concurrently gradually increasing a q-axis current that is a rectangular-wave with positive and negative directions to said current value and applying said q-axis current, and determining degradation of said power supply when a voltage value of said power supply is equal to or less than a power supply threshold and a given period of time T 1 elapses.
  • a voltage of said power supply is equal to or more than a diagnosable voltage that is necessary to continue said diagnosis, said degradation is determined; or when a steering angle or a motor angular velocity of said motor becomes equal to or more than a respective threshold, terminating said diagnosis and determining that said diagnosis is not completed; or when a given period of time T 2 elapses from a time when said d-axis current and said q-axis current are applied, setting said d-axis current as a constant value, when a given period of time T 3 (>T 2 ) elapses, setting said q-axis current as a constant value; or said electrical control system is an electric power steering apparatus that drives said motor based on said d-axis current and said q-axis current that are calculated based on at least a steering torque from a torque sensor and provides a steering system with an assist torque.
  • the present invention relates to a power state diagnosis apparatus that diagnoses a power state of a vehicle which comprises an electrical control system supplied from a power supply and a motor controlled by a vector control method
  • the above-described object of the present invention is achieved by that comprising: a d-axis current generating section that gradually increases a d-axis current to a current value that a steering behavior does not occur and applies said d-axis current; a q-axis current generating section that gradually increases a q-axis current that is a rectangular-wave with positive and negative directions to said current value and applies said q-axis current; a power supply voltage determining section that determines whether a voltage value of said power supply is equal to or less than a power supply threshold or not; a time determining section that determines elapse of the time; and a diagnosis determining section that determines degradation of said power supply when said power supply voltage determining section determines that said voltage value is equal to or less than said power supply threshold, and said time determining section
  • a diagnosable voltage determining section that determines whether a voltage of said power supply is equal to or more than a diagnosable voltage that is necessary to continue said diagnosis or not, and said degradation is determined when said diagnosable voltage determining section determines that said voltage of said power supply is equal to or more than said diagnosable voltage; or further comprising: a steering angle determining section that determines whether a steering angle of said motor is equal to or more than a threshold ⁇ 1 or not; and a motor angular velocity determining section that determines whether a motor angular velocity is equal to or more than a threshold ⁇ 1 or not, and terminating said diagnosis and said diagnosis determining section determines that said diagnosis is not completed when said steering angle determining section determines said steering angle of said motor is equal to or more than said threshold ⁇ 1 , or when said motor angular velocity determining section determines said motor angular velocity is equal to or more than said threshold ⁇ 1 ; or said electrical control system is an electric power
  • the power state diagnosis method and the power state diagnosis apparatus of the present invention it is possible to obtain a maximal detection effect by using not only the d-axis current but also the q-axis current for detecting the power state, and passing an (AC) rectangular-wave current with positive and negative directions to the q-axis and increasing to the current value that the steering behavior does not occur.
  • the present invention has a function that terminates the diagnosis in the case that the motor rotational angle (the steering angle) or the motor rotational velocity exceeded a predetermined threshold and determines that the diagnosis is not completed, it is possible to suppress occurrences of abnormal noises and tiny vibrations with respect to the driver. Further, in the case of normalcy, since the present invention stops the diagnosis when a given period of time elapsed, it is economical and efficient.
  • FIG. 1 is a configuration diagram illustrating a general steering mechanism
  • FIG. 2 is a block diagram showing a configuration example of a conventional control unit
  • FIG. 3 is a block diagram showing a configuration example of a motor driving control unit based on the vector control
  • FIG. 4 is a block diagram showing an example of a functional configuration that the present invention has
  • FIG. 5 is a flowchart showing an operation example of the present invention.
  • FIG. 6 is a time chart showing an operation example (the first embodiment: battery degraded) of the present invention.
  • FIG. 7 is a time chart showing an operation example (the second embodiment: battery is normal) of the present invention.
  • FIG. 8 is a time chart showing an operation example (the third embodiment: diagnosis is not completed) of the present invention.
  • FIG. 9 is a block diagram showing a configuration example of an electric vehicle that can apply the present invention.
  • the present invention has a function that terminates a power diagnosis and determines that the diagnosis is not completed.
  • FIG. 4 shows an example of a functional configuration of a calculation and control section 110 relating to the present invention.
  • the calculation and control section 110 comprises a CPU 111 that performs a total control and calculation processing, an inputting section 112 - 1 and an outputting section 112 - 2 are connected to the CPU 111 , a velocity Vr, a steering torque Tr, an ignition signal IG, a battery voltage Bv, a motor total current it, motor phase currents ip, a steering angle 9 and a motor angular velocity co are inputted into the inputting section 112 - 1 , a q-axis current command value Iq (including a q-axis current for diagnosis), a d-axis current command value Id (including a d-axis current for diagnosis) and a driving signal DS are outputted from the outputting section 112 - 2 .
  • the driving signal DS is outputted
  • an initial diagnosis processing section 113 performs an initial diagnosis within a given time period when an ignition key 11 is switched to “ON”.
  • the d-axis current generating section 114 generates the d-axis current for power diagnosis as the d-axis current command value Id.
  • the q-axis current generating section 115 generates the q-axis current for power diagnosis as the q-axis current command value Iq.
  • the battery voltage determining section 116 - 1 compares and determines whether the battery voltage Bv is equal to or less than a given threshold Bv 1 or not.
  • the steering angle determining section 117 - 1 compares and determines whether the steering angle ⁇ is equal to or less than a given threshold ⁇ 1 or not.
  • the motor angular velocity determining section 117 - 2 compares and determines whether the motor angular velocity ⁇ is equal to or less than a given threshold ⁇ 1 or not.
  • the time determining section 117 - 3 times from a given time and determines whether a certain period of time elapsed or not.
  • the memory 118 stores various kinds of data and information.
  • the diagnosable voltage determining section 116 - 2 compares and determines whether the battery voltage Bv is equal to or more than a diagnosable voltage Bv 2 or not.
  • the diagnosis determining section 119 determines diagnosed states of that the power supply degraded, that the power supply is normal and that the diagnosis is not completed.
  • d-axis current generating section 114 and the q-axis current generating section 115 it is possible to utilize a configuration that separately generates and outputs the d-axis current and the q-axis current by a single current generating section.
  • the threshold Bv 1 of the battery voltage Bv is a threshold for that it can be confirmed that a battery 14 degraded and a current value is adjusted not to lower the battery voltage Bv any more, when a voltage level drops too much, it is impossible to maintain a current control. Further, since it is impossible to maintain the current control when a battery level (the voltage level) drops too much, the diagnosable voltage Bv 2 is a voltage value that is set for maintaining a normal diagnosis and becomes a value less than the threshold Bv 1 . That is to say, Bv 1 >Bv 2 holds.
  • the d-axis current generating section 114 is a section that gradually and linearly increases a direct current and outputs a constant current after reaching a given value.
  • the d-axis current generating section 114 can be comprised of an integrator and so on, the d-axis current generating section 114 can also be comprised of software.
  • the q-axis current generating section 115 is a section that gradually increases the amplitude of an AC rectangular-wave and outputs the rectangular-wave with the constant amplitude when a given period of time elapsed, and so on.
  • the q-axis current generating section 115 can be comprised of a variable output type oscillator, an amplifier and so on, the q-axis current generating section 115 can also be comprised of software.
  • FIG. 5 shows a total operation example of the present invention.
  • the initial diagnosis processing section 113 performs the given initial diagnosis (relating to a motor temperature, disconnecting, short and so on) that is necessary for assist (step S 2 ).
  • step S 3 in the case of determining that the initial diagnosis is normal, a steering angle ⁇ from a resolver-to-digital converting circuit (RDC) 101 , is stored in the memory 118 via the inputting section 112 - 1 (step S 10 ), the d-axis current generating section 114 generates the d-axis current that linearly and progressively increases and applies the d-axis current to a motor driving control section 120 , the q-axis current generating section 115 generates the q-axis current that is an AC rectangular-wave with positive and negative directions and progressively increases and applies the q-axis current to the motor driving control section 120 (step S 11 ).
  • RDC resolver-to-digital converting circuit
  • the battery voltage determining section 116 - 1 determines whether the battery voltage Bv is equal to or less than the given threshold Bv 1 or not (step S 12 ), since it is normal in the case that the battery voltage Bv is equal to or more than the threshold Bv 1 , the motor angular velocity determining section 117 - 2 determines whether the motor angular velocity ⁇ from the RDC 101 is equal to or less than the given threshold ⁇ 1 or not (step S 13 ), in the case that the motor angular velocity ⁇ is equal to or less than the given threshold col, further, the steering angle determining section 117 - 1 determines that whether there is the steering angle ⁇ within a given range ( ⁇ 1 ⁇ 1 ) or not (step S 14 ), in the case that there is the steering angle ⁇ within the given range ( ⁇ 1 ⁇ 1 ), returning to the above step S 11 and repeating the above operations until a certain period of time T 1 elapses
  • step S 13 in the case that the motor angular velocity determining section 117 - 2 determines that the motor angular velocity ⁇ exceeds the given threshold ⁇ 1 , skipping to the above step S 4 and becoming diagnosis termination.
  • step S 14 in the case that the steering angle determining section 117 - 1 determines that the steering angle ⁇ deviates from the given range ( ⁇ 1 ⁇ 1 ), skipping to the above step S 4 and becoming diagnosis termination.
  • step S 15 in the case that the time determining section 117 - 3 determines that the certain period of time T 1 elapsed, although the d-axis current reaches a current value that is a predetermined limit and then maintains a constant value, the q-axis current maintains progressively-increasing applying the rectangular-wave with positive and negative directions (step S 20 ).
  • the motor angular velocity determining section 117 - 2 determines whether the motor angular velocity ⁇ from the RDC 101 is equal to or less than the given threshold ⁇ 1 or not (step S 21 ), in the case that the motor angular velocity ⁇ is equal to or less than the threshold ⁇ 1 , further, the steering angle determining section 117 - 1 determines that whether there is the steering angle ⁇ within the given range ( ⁇ 1 ⁇ 1 ) or not (step S 22 ), in the case that there is the steering angle ⁇ within the given range ( ⁇ 1 ⁇ 1 ), the battery voltage determining section 116 - 1 determines whether the battery voltage Bv is equal to or more than the given threshold Bv 1 or not (step S 23 ).
  • step S 24 returning to the above step S 11 and repeating the above operations until a certain period of time T 2 elapses by timing from the time when the d-axis current and the q-axis current are applied by means of the time determining section 117 - 3 (step S 24 ).
  • step S 24 in the case that the time determining section 117 - 3 determines that the certain period of time T 2 elapsed, the diagnosis determining section 119 determines that the battery 14 is normal (step S 25 ), returning to the steering angle ⁇ 0 stored in the memory 118 (step S 34 ), the determination state is stored in the memory 118 (step S 35 ), the operation is finished. Furthermore, in the above step S 21 , in the case that the motor angular velocity determining section 117 - 2 determines that the motor angular velocity ⁇ exceeds the threshold ⁇ 1 , skipping to the above step S 4 and becoming diagnosis termination. Moreover, in the above step S 22 , in the case that the steering angle determining section 117 - 1 determines that the steering angle ⁇ deviates from the given range ( ⁇ 1 ⁇ 1 ), skipping to the above step S 4 and becoming diagnosis termination.
  • the diagnosable voltage determining section 116 - 2 determines whether the battery voltage Bv is equal to or more than the diagnosable voltage Bv 2 or not (step S 31 ), in the case that the battery voltage Bv is equal to or more than the diagnosable voltage Bv 2 , the time determining section 117 - 3 determines whether a certain period of time T 3 elapsed or not (step S 32 ), in the case of determining the certain period of time T 3 elapsed, the diagnosis determining section 119 determines that the battery 14 degraded (step S 33 ), returning to the steering angle ⁇ 0 stored in the memory 118 (step S 34 ), and then the determination state is stored in the memory 118 (step S 35 ), the operation is finished.
  • step S 31 in the case that the battery voltage Bv is less than the diagnosable voltage Bv 2 , becoming diagnosis termination (step S 4 ).
  • step S 32 in the case that the certain period of time T 3 does not elapse, returning to the above step S 11 and repeating the above operations.
  • FIG. 6 is a time chart showing an operation example that determines that the battery degraded
  • FIG. 6(A) shows “ON/OFF” of the ignition key 11 or the ignition signal IG
  • FIG. 6(B) shows the d-axis current Id
  • FIG. 6(C) shows the q-axis current Iq
  • FIG. 6(D) shows a total consumption current of the battery 14
  • FIG. 6(E) shows the battery voltage Bv
  • FIG. 6(F) shows the motor angular velocity ⁇
  • FIG. 6(G) shows the steering angle ⁇ .
  • the battery voltage Bv drops after a time t 4 , when the battery voltage Bv becomes less than the threshold Bv 1 , this situation is detected by the battery voltage determining section 116 - 1 , the q-axis current Iq also becomes a constant value by means of the q-axis current generating section 115 after a time t 5 , the d-axis current Id and the q-axis current Iq are the constant value and the power diagnosis is performed during a period from the time t 5 to a time t 6 , since the battery voltage Bv becomes less than the threshold Bv 1 during the period from the time t 5 to the time t 6 , the diagnosis determining section 119 determines that the battery degraded at the time t 6 , the d-axis current generating section 114 and the q-axis current generating section 115 stop applying the d-axis current Id and the q-axis current Iq after the time t 6 .
  • the diagnosis determining section 119 determine
  • FIG. 7 shows an operation example in the case that the battery voltage Bv is normal.
  • the battery voltage Bv As shown in FIG. 7(A) , when the ignition key 11 is switched to “ON” at a time t 10 , the battery voltage Bv also becomes a given value and electric power is supplied (see FIG. 7(E) ). And then, as shown in FIGs. 7(B) and 7(C) , the d-axis current Id and the q-axis current Iq are applied at a time t 11 and gradually increased (progressively increased), and although the d-axis current Id becomes a constant value after a time t 12 , the q-axis current Iq gradually increases even after the time t 12 .
  • the q-axis current Iq also becomes a constant value after a time t 13 , although the d-axis current Id and the q-axis current Iq are the constant value and the power diagnosis is performed during a period from the time t 13 to a time t 14 , in this embodiment, since during the certain period of time T 2 (i.e.
  • the diagnosis determining section 119 determines that the battery is normal at the time t 14 , the d-axis current generating section 114 and the q-axis current generating section 115 stop generating and applying the d-axis current Id and the q-axis current Iq after the time t 14 .
  • FIG. 8 shows an operation example in the case that the diagnosis is not completed.
  • the ignition key 11 is switched to “ON” at a time t 20
  • the battery voltage Bv also becomes a given value and electric power is supplied (see FIG. 8(E) ).
  • the d-axis current Id and the q-axis current Iq are generated and applied at a time t 21 , concurrently, the d-axis current Id and the q-axis current Iq are gradually increased, and although the d-axis current Id becomes a constant value at a time t 22 , the q-axis current Iq increases even after the time t 22 .
  • the battery voltage Bv drops after the time t 22 , the battery voltage Bv does not become less than the threshold Bv 1 .
  • the motor angular velocity determining section 117 - 2 detects this situation, and at a time t 24 after the elapse of a given period of time, the d-axis current generating section 114 and the q-axis current generating section 115 stop generating and applying the d-axis current Id and the q-axis current Iq. And then, the diagnosis determining section 119 determines that the diagnosis is not completed and outputs.
  • this embodiment shows a case that the motor angular velocity ⁇ becomes equal to or more than the threshold ⁇ 1 , in the case that the steering angle ⁇ becomes out of the given range ( ⁇ 1 ), similarly, after the appearance of this case, the d-axis current generating section 114 and the q-axis current generating section 115 stop generating and applying the d-axis current Id and the q-axis current Iq after the elapse of a given period of time, and the diagnosis determining section 119 determines that the diagnosis is not completed and outputs.
  • FIG. 9 shows a configuration example of an electric vehicle, it is possible to apply the present invention to such an electric vehicle. That is to say, a battery 14 equipped with the electric vehicle has a main battery 14 - 1 and an auxiliary battery 14 - 2 , and the voltage of the main battery 14 - 1 is monitored by a voltage monitoring section 14 - 4 .
  • the battery 14 has a power-supply configuration that at the normal time, the power supply is supplied from the main battery 14 - 1 through a power-supply switching section 14 - 2 , and at the time that the voltage monitoring section 14 - 4 detects abnormalities or failures in the voltage of the main battery 14 - 1 , the power supply is supplied from the auxiliary battery 14 - 3 by switching the power-supply switching section 14 - 2 . That is, a power-supply configuration with plural power supplies that switches to the auxiliary battery 14 - 3 at the abnormal time of the main battery 14 - 1 to make the backup possible.
  • the main battery 14 - 1 that has a configuration further divided into multiple parts.
  • the main battery 14 - 1 drives a motor system for vehicle drive, vehicle electrical components and an electric power steering apparatus
  • the time of switching to the auxiliary battery 14 - 3 in accordance with the abnormalities in the voltage of the main battery 14 - 1 only the vehicle electrical components and the electric power steering apparatus can be driven. Therefore, at the normal time, in a state that abnormalities in the auxiliary battery 14 - 3 occurring, by switching to the auxiliary battery 14 - 3 in accordance with the abnormalities in the voltage of the main battery 14 - 1 , since the vehicle electrical components and the electric power steering apparatus can not operate, it is necessary to constantly or periodically perform the battery state diagnosis even with respect to the voltage of the auxiliary battery 14 - 3 .

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Steering Control In Accordance With Driving Conditions (AREA)
  • Power Steering Mechanism (AREA)
US13/264,912 2010-11-09 2011-09-06 Power state diagnosis method and apparatus Active US8892296B2 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
JP2010250736 2010-11-09
JP2010-250736 2010-11-09
PCT/JP2011/070223 WO2012063541A1 (fr) 2010-11-09 2011-09-06 Procédé et dispositif de diagnostic d'état d'alimentation

Publications (2)

Publication Number Publication Date
US20130218403A1 US20130218403A1 (en) 2013-08-22
US8892296B2 true US8892296B2 (en) 2014-11-18

Family

ID=46050697

Family Applications (1)

Application Number Title Priority Date Filing Date
US13/264,912 Active US8892296B2 (en) 2010-11-09 2011-09-06 Power state diagnosis method and apparatus

Country Status (5)

Country Link
US (1) US8892296B2 (fr)
EP (1) EP2476590B1 (fr)
JP (1) JP5338969B2 (fr)
CN (1) CN102612453B (fr)
WO (1) WO2012063541A1 (fr)

Families Citing this family (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2012160694A1 (fr) * 2011-05-26 2012-11-29 三菱電機株式会社 Dispositif de commande de moteur
EP2905180A4 (fr) * 2012-10-01 2016-08-10 Hitachi Automotive Systems Ltd Dispositif de commande de véhicule électrique
JP2015144517A (ja) * 2014-01-31 2015-08-06 株式会社デンソー 電子制御装置
DE102014221058A1 (de) * 2014-05-28 2015-12-03 Hyundai Motor Co. Vorrichtung zur Diagnose der Motorleistung eines Fahrzeugs und entsprechendes Verfahren
US10978986B2 (en) * 2015-05-08 2021-04-13 Mitsubishi Electric Corporation Electric power steering device
CN108778901B (zh) * 2016-03-15 2021-11-26 日立安斯泰莫株式会社 动力转向装置的控制装置
JP6610427B2 (ja) * 2016-05-20 2019-11-27 スズキ株式会社 モータ制御装置
WO2021213618A1 (fr) * 2020-04-20 2021-10-28 Thyssenkrupp Presta Ag Concept de dégradation pour un système de direction à commande électrique
DE102021131083A1 (de) * 2020-11-30 2022-06-02 Steering Solutions Ip Holding Corporation Diagnose eines zustands einer eingangsenergie für eine elektrische servolenkung
WO2023153050A1 (fr) * 2022-02-09 2023-08-17 三菱電機株式会社 Dispositif de direction assistée électrique

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2005028900A (ja) 2003-07-08 2005-02-03 Honda Motor Co Ltd 電動ステアリング装置におけるバッテリ状態判定装置
JP2007274849A (ja) 2006-03-31 2007-10-18 Nsk Ltd 電動式パワーステアリング装置
JP2008012999A (ja) 2006-07-04 2008-01-24 Nsk Ltd 電動パワーステアリング制御装置
JP4270196B2 (ja) 2005-11-09 2009-05-27 トヨタ自動車株式会社 バッテリ状態診断装置

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP4298967B2 (ja) * 2002-06-10 2009-07-22 株式会社日本自動車部品総合研究所 二次電池の劣化判定装置およびこれを備える車両並びにプログラム、劣化判定方法
JP4289458B2 (ja) * 2004-09-07 2009-07-01 三菱電機株式会社 電動パワーステアリング制御装置
DE602006012350D1 (de) * 2005-11-09 2010-04-01 Toyota Motor Co Ltd Batteriezustand-diagnosevorrichtung
JP4371100B2 (ja) * 2005-11-09 2009-11-25 トヨタ自動車株式会社 バッテリ状態診断装置
JP4654217B2 (ja) * 2007-04-25 2011-03-16 日立オートモティブシステムズ株式会社 永久磁石モータの弱め界磁制御装置及びそれを用いた電動パワーステアリング

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2005028900A (ja) 2003-07-08 2005-02-03 Honda Motor Co Ltd 電動ステアリング装置におけるバッテリ状態判定装置
JP4270196B2 (ja) 2005-11-09 2009-05-27 トヨタ自動車株式会社 バッテリ状態診断装置
JP2007274849A (ja) 2006-03-31 2007-10-18 Nsk Ltd 電動式パワーステアリング装置
JP2008012999A (ja) 2006-07-04 2008-01-24 Nsk Ltd 電動パワーステアリング制御装置

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
International Search Report PCT/JP2011/070223; Oct. 18, 2011.

Also Published As

Publication number Publication date
JPWO2012063541A1 (ja) 2014-05-12
CN102612453B (zh) 2014-10-08
EP2476590B1 (fr) 2019-05-08
WO2012063541A1 (fr) 2012-05-18
JP5338969B2 (ja) 2013-11-13
CN102612453A (zh) 2012-07-25
EP2476590A4 (fr) 2018-01-31
US20130218403A1 (en) 2013-08-22
EP2476590A1 (fr) 2012-07-18

Similar Documents

Publication Publication Date Title
US8892296B2 (en) Power state diagnosis method and apparatus
JP4539218B2 (ja) 電動パワーステアリング装置
JP5653516B2 (ja) モータ制御装置
CN110463026B (zh) 电动助力转向装置
JP6635129B2 (ja) 電動パワーステアリング装置
CN102582679B (zh) 电动助力转向装置
US8604727B2 (en) Power state diagnosis method and apparatus
US9461568B2 (en) Motor control device and steering device for vehicle
US10298165B2 (en) Rotary electric machine system
JP2008193808A (ja) モータ制御装置及び電動パワーステアリング装置
JP4918870B2 (ja) モータ制御装置及び電動パワーステアリング装置
EP3196096A1 (fr) Dispositif de direction assistée électrique
JP2009001055A (ja) 電動パワーステアリング装置及び異常検出方法
EP2567879B1 (fr) Système de direction assistée électrique
JP4371844B2 (ja) ブラシレスモータ駆動装置
US11205988B2 (en) Motor control device
JP5724906B2 (ja) 電子制御装置、異常検出方法
KR100814757B1 (ko) 추정된 ｂｌａｃ 모터의 위치 정보를 이용하는 인터락회로구현방법
JP4952340B2 (ja) 電動パワーステアリング装置
JP2012153355A (ja) 電動パワーステアリング装置
JP2020078184A (ja) 電動パワーステアリング装置
JP7292507B2 (ja) モータ制御装置、及び電動パワーステアリング装置
JP5035744B2 (ja) 電動パワーステアリング制御装置、および方法
JP5412768B2 (ja) モータ制御装置及び電動パワーステアリング装置
CN104284828A (zh) 电动助力转向装置

Legal Events

Date Code Title Description
AS Assignment

Owner name: NSK LTD., JAPAN

Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNORS:ABE, HIROKAZU;NINOMIYA, YOSHIKI;SAKAGUCHI, TORU;REEL/FRAME:027399/0988

Effective date: 20111206

STCF Information on status: patent grant

Free format text: PATENTED CASE

MAFP Maintenance fee payment

Free format text: PAYMENT OF MAINTENANCE FEE, 4TH YEAR, LARGE ENTITY (ORIGINAL EVENT CODE: M1551)

Year of fee payment: 4

MAFP Maintenance fee payment

Free format text: PAYMENT OF MAINTENANCE FEE, 8TH YEAR, LARGE ENTITY (ORIGINAL EVENT CODE: M1552); ENTITY STATUS OF PATENT OWNER: LARGE ENTITY

Year of fee payment: 8